In-tire multi-element piezoelectric sensor

ABSTRACT

Disclosed is an apparatus and methodology for monitoring tire related conditions. A substrate is provided having one or more pairs of sensors mounted thereon. The pairs of sensors are mounted in predetermined relationship to each other at predetermined separation distances such that rotational direction, speed and other parameters of a tire with which the sensors may be associated may be determined. In some embodiments, plural effective pairs of sensors are provided so that mounting orientation of the sensor need not be predetermined.

FIELD OF THE INVENTION

The present subject matter relates to tire sensors. More particularly,the present subject matter is directed to piezoelectric tire sensorsthat are capable of generating signals to deduce the position of hosttires mounted on a vehicle.

BACKGROUND OF THE INVENTION

The incorporation of electronic devices with pneumatic tire structuresyields many practical advantages. Tire electronics may include sensorsand other components for obtaining information regarding variousphysical parameters of a tire, such as temperature, pressure, number oftire revolutions, vehicle speed, etc. Such performance information maybecome useful in tire monitoring and warning systems, and may havepotential use as a part of a feedback system to regulate or controlcertain tire and/or vehicle related systems.

U.S. Pat. No. 5,749,984 (Frey et al.) discloses a tire monitoring systemand method that is capable of determining such information as tiredeflection, tire speed, and number of tire revolutions. Another exampleof a tire electronics system can be found in U.S. Pat. No. 4,510,484(Snyder), which concerns an abnormal tire condition warning system.

U.S. Pat. No. 4,862,486 (Wing et al.) also relates to tire electronics,and more particularly discloses an exemplary revolution counter for usein conjunction with automotive and truck tires.

Yet another potential capability offered by electronics systemsintegrated with tire structures corresponds to asset tracking andperformance characterization for commercial vehicular applications.Commercial truck fleets, aviation crafts and earthmover/mining vehiclesare all viable industries that could utilize the benefits of tireelectronic systems and related information transmission. Tire sensorscan determine the distance each tire in a vehicle has traveled and thusaid in maintenance planning for such commercial systems. Vehiclelocation and performance can be optimized for more expensiveapplications such as those concerning earth-mining equipment. Entirefleets of vehicles could be tracked using RF tag transmission, exemplaryaspects of which are disclosed in U.S. Pat. No. 5,457,447 (Ghaem etal.).

Such integrated tire electronics systems have conventionally beenpowered by a variety of techniques and different power generationsystems. Examples of mechanical features for generating energy from tiremovement are disclosed in U.S. Pat. Nos. 4,061,200 (Thompson) and3,760,351 (Thomas). Such examples provide bulky complex systems that aregenerally not preferred for incorporation with modern tire applications.Yet another option for powering tire electronics systems is disclosed inU.S. Pat. No. 4,510,484 (Snyder), which concerns a piezoelectric powersupply symmetrically configured about a radiating centerline of a tire.

Another typical solution for powering tire electronics systemscorresponds to the use of a non-rechargeable battery, which inherentlyprovides an inconvenience to the tire user since proper electronicssystem operation is dependent on periodic battery replacement.Conventional batteries also often contain heavy metals that are notenvironmentally friendly and which present disposal concerns, especiallywhen employed in large quantities. Still further, batteries tend todeplete their energy storage quite rapidly when powering electronicapplications characterized by complex levels of functionality. Batterystorage depletion is especially prevalent in electronic systems thattransmit information over a relatively far distance such as from truckwheel locations to a receiver in the truck cabin. Even when batteriesare used in electronics systems that transmit from wheel locations to acloser receiver location, information is then typically relayed viahard-wire transmission medium from the RF receiver location to thevehicle cab thus requiring the installation of additional andoften-expensive communications hardware in a vehicle.

Yet another known method for deriving power for tire monitoring systemsrelates to piezoelectric generators that harvest energy produced by therotation of a host tire. U.S. Pat. No. 6,725,713 discloses a system forgenerating electric power from a rotating tire's mechanical energy thatemploys a piezoelectric structure and an energy storage device.

The disclosures of all the forgoing United States patents are herbyfully incorporated into this application for all purposes by referencethereto.

While various implementations of piezoelectric sensors in tireelectronic systems have been developed, no design has emerged thatgenerally encompasses all of the desired characteristics as hereafterpresented in accordance with the subject technology.

SUMMARY OF THE INVENTION

In view of the recognized features encountered in the prior art andaddressed by the present subject matter, an improved apparatus forgenerating tire related signals has been developed.

In an exemplary configuration, a pair of piezoelectric sensors ismounted on a common substrate for placement within a tire.

In one of their simpler forms, paired piezoelectric sensors are mountedas components of a tire electronics system within a tire.

In accordance with aspects of certain embodiments of the present subjectmatter, methodologies are provided to provide operating power to sensorassociated electronics that may be co-located with the piezoelectricsensors.

In accordance with certain aspects of other embodiments of the presentsubject matter, methodologies have been developed to co-locate one ormore power harvesting elements on the substrate supporting the pairedpiezoelectric sensors.

In accordance with yet additional aspects of further embodiments of thepresent subject matter, apparatus and accompanying methodologies havebeen developed to insure generation of tire location determinativesignals without regard to the installed orientation of the sensorsupporting substrate.

In accordance with yet still further aspects of certain embodiments,apparatus and methodologies are provided to provide long term historiesof tire and/or vehicle operations.

In accordance with yet further embodiments, apparatus and methodologiesare provided to regulate and/or control certain vehicle relatedoperations based on various sensed conditions.

Additional objects and advantages of the present subject matter are setforth in, or will be apparent to, those of ordinary skill in the artfrom the detailed description herein. Also, it should be furtherappreciated that modifications and variations to the specificallyillustrated, referred and discussed features and elements hereof may bepracticed in various embodiments and uses of the invention withoutdeparting from the spirit and scope of the subject matter. Variationsmay include, but are not limited to, substitution of equivalent means,features, or steps for those illustrated, referenced, or discussed, andthe functional, operational, or positional reversal of various parts,features, steps, or the like.

Still further, it is to be understood that different embodiments, aswell as different presently preferred embodiments, of the presentsubject matter may include various combinations or configurations ofpresently disclosed features, steps, or elements, or their equivalents(including combinations of features, parts, or steps or configurationsthereof not expressly shown in the figures or stated in the detaileddescription of such figures). Additional embodiments of the presentsubject matter, not necessarily expressed in the summarized section, mayinclude and incorporate various combinations of aspects of features,components, or steps referenced in the summarized objects above, and/orother features, components, or steps as otherwise discussed in thisapplication. Those of ordinary skill in the art will better appreciatethe features and aspects of such embodiments, and others, upon review ofthe remainder of the specification.

BRIEF DESCRIPTION OF THE DRAWINGS

A full and enabling disclosure of the present invention, including thebest mode thereof, directed to one of ordinary skill in the art, is setforth in the specification, which makes reference to the appendedfigures, in which:

FIG. 1 schematically illustrates a first exemplary embodiment of thepresent subject matter employing a pair of piezoelectric sensors;

FIG. 2 schematically illustrates a second exemplary embodiment of thepresent subject matter employing plural pairs of piezoelectric sensors;

FIG. 3 displays an isometric view of an exemplary tire assembly inaccordance with the present subject matter, illustrating an exemplaryconfiguration for orienting a piezoelectric sensor within a pneumatictire structure;

FIG. 4 schematically illustrates a third exemplary embodiment of thepresent subject matter employing a shared sensor forming two pairs ofsensors from three individual sensors; and

FIG. 5 schematically illustrates a fourth exemplary embodiment of thepresent subject matter wherein two pairs of sensors are effectivelycreated from a single pair of sensors through known mounting direction.

Repeat use of reference characters throughout the present specificationand appended drawings is intended to represent same or analogousfeatures or elements of the invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

As discussed in the Summary of the Invention section, the presentsubject matter is particularly concerned with an improved apparatus forgenerating tire related signals that may be used to determine tiremounting location on a vehicle as well as other tire relatedcharacteristics.

Selected combinations of aspects of the disclosed technology correspondto a plurality of different embodiments of the present invention. Itshould be noted that each of the exemplary embodiments presented anddiscussed herein should not insinuate limitations of the present subjectmatter. Features or steps illustrated or described as part of oneembodiment may be used in combination with aspects of another embodimentto yield yet further embodiments. Additionally, certain features may beinterchanged with similar devices or features not expressly mentionedwhich perform the same or similar function.

Reference will now be made in detail to the presently preferredembodiments of the subject in-tire multi-element piezoelectric sensor.Referring now to the drawings, FIG. 1 illustrates a first exemplaryembodiment of an in-tire multi-element piezoelectric sensor 100constructed in accordance with the present subject matter.

Multi-element piezoelectric sensor 100 employs a pair of relativelynarrow strip piezoelectric sensors 110, 112 mounted in parallelrelationship to each other on either end of a substrate 102. Substrate102 may correspond to any suitable tire compatible material. In anexemplary embodiment substrate 102 may correspond to a fiberglassbacking board similar to those commonly used as printed circuit boardsin electronic devices. Exemplary piezoelectric materials that may beemployed as the piezoelectric sensors 110, 112 include quartz, bariumtitanate, cadmium sulfide, lead zirconate titanate (PZT), polyvinylidenefluoride (PVDF), and polyvinyl chloride (PVC).

Piezoelectric sensors 110, 112 are mounted at a precisely known distanceapart for reasons that will be explained more fully later. In the areabetween piezoelectric sensors 110, 112, a power harvesting piezoelectricelement 120 may optionally be mounted. If provided, the power harvestingpiezoelectric element 120 should occupy the maximum possible remainingsurface area between piezoelectric sensors 110, 112 and may also havemounted therewith circuitry for conditioning and storing energyharvested by the power harvesting piezoelectric element 120. Each of thepiezoelectric elements 110, 112, 120 is electrically isolated from theother piezoelectric elements. Suitable exemplary piezoelectric materialsfor use as the power harvesting piezoelectric element 120 include thesame materials listed hereinabove as exemplary piezoelectric materialsfor sensors 110, 112. The optional energy conditioning and storagecircuitry may be similar to that disclosed in the aforementioned U.S.Pat. No. 6,725,713 (Adamson et al.).

As more fully described later, piezoelectric elements 110, 112 are usedexclusively as signal generators to provide tire related signals forlater analysis. Power harvesting piezoelectric element 120 may be usedto generate similar signals but it has been found that the signals maybe affected by any electrical load across the element and thus must betaken into consideration.

The multi-element piezoelectric sensor 100 is configured to be mountedcentered on the circumferential centerline of a tire under the crown onthe surface of the inner liner and oriented in the rotational directionof the tire as indicated by arrow 130. One of the objectives ofproviding the sensor configuration as illustrated in FIG. 1 is toprovide a time-separable pair of piezoelectric sensor 110, 112 signalssuch that by knowing their orientation and precise separation distanceone may determine both direction of rolling and surface speed of thetire belt package by determining the sequence of signals generatedbetween the pair of sensors and the lag time between generated signals.In addition, the time required for one revolution of the rolling tiremay be determined from either of the individual signal piezoelectricsensors 110, 112 signals. Knowing the tire belt velocity and tireangular velocity, the translational speed of the tire may be calculated.

Further, either individual signal piezoelectric sensor 110, 112 may beused to measure the time duration of the contact patch length in eitherabsolute terms or as a ratio of tire belt length. Tire deflection maythen also be calculated. If by other means including additional tiremounted sensors, the contained tire air pressure may be determined, thenthe calculated deflection may be analyzed to determine whether the tireis overloaded or not.

In order to create a tire related “black box” any and all of themeasured or calculated parameters hereinabove described may be writtenperiodically into a permanent or rewritable memory device in the tire.Thus a recording of long term tire history as well as a record of mostrecent tire history may be stored and retrieved or even transmitted to acentral processor on the vehicle or to a remote location. It should beappreciated that such accumulated “black box” data could be used inretread decision making for individual tires by examining total milesrun, maximum temperature, minimum pressure, maximum deflection, maximumspeed, and/or time or miles spent at a set of running conditions. Anexample of such use could involve the detection of traditional run flatas well as zero inflation not at high deflection, i.e., supported by adual partner, which has been difficult to detect. Another example usemay involve signals generated using the multi-element sensors of thepresent technology in combination with a temporary spare tire. Tirerelated signals from such temporary use tires could be made mileage andspeed limiting by warning the driver if distance or speed limitationsare exceeded and by actually limiting vehicle speed through automaticspeed control systems activated by the use of the temporary spare tire.

As previously mentioned, one of the purposes in providing a pairedpiezoelectric sensor configuration with precise spacing there between isto provide the ability to determine both the direction of rolling andsurface speed of the belt package. Assuming that there is acommunications system associated with the vehicle to which the in-tiremulti-element piezoelectric sensors of the present technology haveaccess, one may provide the so equipped tires with the ability to learntheir mounting position on the vehicle.

If one knows for each tire identification (ID) on the vehicle and, inthe same time frame, the inflation pressure, the belt speed or tireangular velocity, and the contact patch length or deflection or load,one can deduce a combination of relative tire positions sufficiently toidentify each tire ID with a specific position on the vehicle.

As an example, in the case of an eighteen-wheeled truck, any pair oftires mounted dual would have identical angular velocity all the timeand therefore steering tires could be identified as the only tires nothaving a dual partner. During a turn all tires on one side of thevehicle could see a general increase in load and angular velocity whileall tires on the other side of the vehicle would see a general decreasein load and angular velocity. Also during a turn a comparison of axlespeeds should show a general decrease in angular velocity as oneprogresses from steer axle to the rear of the vehicle due to decreasingturn radius. In very tight turns the inside trailer tires can actuallyrotate backward.

During braking the lead axle tires of a tandem would see an increase inload. Other possibilities include selective braking axles through theAnti-lock Braking System (ABS) and knowing which axle is braking orsorting tires on the basis of presence or absence of drive torque. Therelative tire data would be seen by the processor as changes orevolutions in time compared to immediate history or to accumulatedhistory. Such data could be time averaged to improve confidence inposition decisions or to confirm prior decisions.

The combination of relative data could be enhanced by a differentpiezoelectric sensor structure if it is not possible to control theinstallation orientation of the multi-element piezoelectric sensor inthe tire. Such enhancement may be achieved though use of a secondexemplary embodiment of the present subject matter as illustrated inFIG. 2.

With reference now to FIG. 2, there is illustrated a multi-elementpiezoelectric sensor 200 comprising four pairs of piezoelectric sensors212, 222, 214, 224, 216, 226, and 218, 228 mounted in a parallelrelationship to respective paired piezoelectric sensors and generally inan octagonal configuration around a central axis on a substrate 202.Substrate 202 may correspond to a material generally similar tosubstrate 102 of the exemplary embodiment illustrated in FIG. 1 whilethe paired piezoelectric sensors 212, 222, 214, 224, 216, 226, and 218,228 may correspond to materials similar to that described with respectto piezoelectric sensors 110, 112.

With the paired arrangement of sensors as illustrated in FIG. 2, each ofthe four opposing pairs of sensors may be interpreted longitudinally aspreviously described with respect to the exemplary embodiment of FIG. 1.The pair most nearly longitudinally aligned may be determined bydetermining the piezoelectric pair having the greatest phase differenceor time separation between sense signals. Then the pair orthogonal tothe identified longitudinal pair may be identified and used to expandthe position identification data available to include steering responseof the tire in combination with the assessed direction of rolling.

With a multi-element piezoelectric sensor 200 as described above andillustrated in FIG. 2 installed in each tire of a vehicle and, assumingthat a communication system exists such that all tires on the vehiclecan send various data to a central processing unit on the vehicle, anumber of possibilities exist for vehicle control. For example, if datafrom multi-element piezoelectric sensor 200 is combined with inflationpressure and temperature signals and sent to a central processorconnected to the vehicle's electronic control module (ECM) the datacould not only contribute to the vehicle tire position learningdescribed previously but could also be used to control vehicle operationin a manner similar to that previously described with respect to a sparetire to control tire running at conditions outside safe operatinglimits. Such conditions may include, but are not limited to, limitationsof combined speed, deflection, load, low inflation pressure. The vehicledriver may be given an audible or visible warning and/or the actualvehicle speed may be limited through the EMC in a manner similar tocurrent systems that may limit engine speed based on engine temperature.

Referring now to FIG. 3, there is illustrated an exemplary tire assemblyincluding a multi-element piezoelectric sensor 328 mounted within a tire300. Tire 300 comprises a crown portion 316 having an exterior treadportion, inner and outer sidewall portions 322, 320, respectively andincludes an inner liner 315 under the crown area 316 on whichmulti-element piezoelectric sensor 328 may be mounted.

It should be appreciated by those of ordinary skill in the art thatwhile the present subject matter has been illustrated and described withreference to a sensor combination with a pneumatic tire, otherconfigurations are envisioned. For example, a sensor may be combinedwith a non-pneumatic device such as the “Tweel” tire and wheelcombination currently being developed by the assignee of the presentsubject matter.

It should further be appreciated that the present technology whilerequiring the presence of at least one pair of sensors to obtainpresently preferred capabilities is not limited to only a single pair ofpiezoelectric sensors as illustrated in FIG. 1 or to four pairs ofpiezoelectric sensors as illustrated in FIG. 2. In fact, the presenttechnology may provide any number of pairs of sensors limited only byphysical and other manufacturing considerations and practicalities. Insome exemplary embodiments of the present subject matter, for example asillustrated in FIGS. 1 and 2, pairs of sensors may be mounted inparallel arrangements. In certain other embodiments of the presentsubject matter, two pairs of sensors may be formed using three sensorswhere one of the three sensors corresponds to one of the elements ineach of the pairs. In such an arrangement, the sensors may be arrangedin a triangular configuration as illustrated in FIG. 4. Moreover, thepresent technology may be applied using sensors other than the presentlypreferred piezoelectric sensors so long as the physical relationship ofpaired motion sensitive sensors is maintained.

With reference to FIG. 4, it will be seen that there is provided amulti-element piezoelectric sensor 400 employing a group of threepiezoelectric sensors 410, 412, 414 mounted on a substrate 402 in agenerally triangular configuration. In accordance with the presentsubject matter, two pair of sensors may be created by including sensor412 as an element in both of the pairs. In this manner sensors 410, 412combine to form a first pair of sensors 420 while sensors 412, 414combine to form a second pair of sensors 422. As with the exemplaryembodiment of FIG. 2, mounting orientation of the sensor 400 may bedetermined by analysis of signals from the various sensors 410, 412,414.

In yet a further exemplary embodiment of the present subject matter, theconcept of sharing sensor identification to define plural pairs may befurther expanded as illustrated in FIG. 5 so that similar results may beobtained by providing only two sensors.

With reference to FIG. 5, there is illustrated a fifth exemplaryembodiment of the present subject matter wherein there is provided amulti-element piezoelectric sensor 500 employing a pair of piezoelectricsensors 502, 504. As with the first embodiment of the present subjectmatter illustrated in FIG. 1, the exemplary embodiment illustrated inFIG. 5 requires specific knowledge of the orientation of sensor 500. Asillustrated in FIG. 5, if sensor 500 is positioned at an angle to thecenterline 510 of the tire with which the sensor is associated, certainmovement generated characteristics may be determined.

Referring further to FIG. 5, it will be observed that with sensor 500mounted at an angle relative to the tire centerline 510, difference 520between the phases of signals produced by sensors 502, 504 may be usedto determine speed and rolling direction of the vehicle. Similarly,difference 522 in the wavelength produced between sensors 502 and 504may be employed to determine steer direction and magnitude.

The present technology also contemplates, as previously mentioned, notonly the incorporation on the same substrate a power generating andharvesting arrangement but also the incorporation of other tireelectronics elements and sensors. Such elements and sensors may include,but are not limited to, temperature and pressure sensors, surfaceacoustic wave (SAW) devices, radio frequency identification (RFID)devices, signal and data storage and transmission components, signalreception components, and data processing components includingmicroprocessors and microcontrollers.

While the present subject matter has been described in detail withrespect to specific embodiments thereof, it will be appreciated thatthose skilled in the art, upon attaining an understanding of theforegoing may readily produce alterations to, variations of, andequivalents to such embodiments. Accordingly, the scope of the presentdisclosure is by way of example rather than by way of limitation, andthe subject disclosure does not preclude inclusion of suchmodifications, variations and/or additions to the present subject matteras would be readily apparent to one of ordinary skill in the art.

1. A tire sensor, comprising: a substrate: and at least one pair ofmotion sensitive sensors mounted on said substrate, wherein the sensorsof the at least one pair of motion sensitive sensors are mounted on saidsubstrate in a predetermined relationship to each other and at apredetermined distance from each other whereby selected tirecharacteristics may be ascertained by evaluating signals generated bythe at least one pair of motion sensitive sensors.
 2. A tire sensor asin claim 1 wherein said at least one pair of motion sensitive sensorscomprise piezoelectric sensors.
 3. A tire sensor as in claim 1, furthercomprising: a power harvesting element, wherein said power harvestingelement is mounted on said substrate with said at least one pair ofmotion sensitive sensors.
 4. A tire sensor as in claim 3, wherein saidpower harvesting element comprises a piezoelectric element.
 5. A tiresensor as in claim 1, comprising: at least two pairs of motion sensitivesensors mounted on said substrate, wherein each pair of said pairs ofmotion sensitive sensors are mounted on said substrate in apredetermined relationship to each other and at a predetermined distancefrom each other whereby selected tire characteristics may be ascertainedby evaluating signals generated by the pairs of motion sensitive sensorswithout prior knowledge of sensor mounting orientation.
 6. A tire sensoras in claim 5, wherein each of said at least two pairs of motionsensitive sensors comprises a pair of piezoelectric sensors.
 7. A tiresensor as in claim 5, wherein at least four pairs of motion sensitivesensors are provided and the pairs of motion sensitive sensors aremounted on said substrate in a generally octagonal configuration arounda central axis.
 8. A tire sensor as in claim 5, wherein each of said atleast two pairs of motion sensitive sensors share a common sensor.
 9. Atire assembly, comprising: a tire; a substrate; and at least one pair ofmotion sensitive sensors mounted on said substrate, wherein the sensorsof the at least one pair of motion sensitive sensors are mounted on saidsubstrate in a predetermined relationship to each other and at apredetermined distance from each other and wherein said substrate isassociated with said tire whereby selected tire characteristics may beascertained by evaluating signals generated by the at least one pair ofmotion sensitive sensors.
 10. A tire assembly as in claim 9 wherein saidat least one pair of motion sensitive sensors comprises piezoelectricsensors.
 11. A tire assembly as in claim 9, further comprising: a powerharvesting element, wherein said power harvesting element is mounted onsaid substrate with said at least one pair of motion sensitive sensors.12. A tire assembly as in claim 9, wherein said tire includes crown andsidewall portions, the crown including an exterior tread portion and aninterior crown portion including an inner liner associated therewith andwherein said substrates is secured to said inner liner.
 13. A tireassembly as in claim 9, comprising: at least two pairs of motionsensitive sensors mounted on said substrate, wherein each pair of saidpairs of motion sensitive sensors are mounted on said substrate in apredetermined relationship to each other and at a predetermined distancefrom each other whereby selected tire characteristics may be ascertainedby evaluating signals generated by the pairs of motion sensitive sensorswithout prior knowledge of sensor mounting orientation.
 14. A tireassembly as in claim 13, wherein each of said pairs of motion sensitivesensors comprises a pair of piezoelectric sensors.
 15. A tire assemblyas in claim 13, wherein each of said pairs of motion sensitive sensorsshare a common sensor.
 16. A tire assembly as in claim 13, wherein atleast four pairs of sensors are mounted on said substrate in a generallyoctagonal configuration around a central axis.
 17. A method fordetermining selected tire characteristics, comprising: providing a tire;mounting at least one pair of motion sensitive sensors a predetermineddistance apart On a substrate; associating the substrate with the tire;rotating the tire; and evaluating signals generated by the at least onepair of motion sensitive sensors to determine selected tirecharacteristics.
 18. The method of claim 17, wherein mounting at leastone pair of motion sensitive sensors a predetermined distance apart on asubstrate comprises mounting at least one pair of piezoelectric sensorsa predetermined distance apart on a substrate.
 19. The method of claim17, wherein mounting at least one pair of motion sensitive sensors apredetermined distance apart on a substrate comprises mounting at leastfour pairs of motion sensitive sensors, each sensor of each pair in aparallel relationship to each other, on said substrate and furthercomprising: evaluating signals generated by the at least four pairs ofmotion sensitive sensors to determine the pair of sensors most nearly inalignment for the rotational direction of the tire.
 20. The method ofclaim 17, wherein evaluating signals generated by the at least one pairof motion sensitive sensors to determine selected tire characteristicscomprises evaluating signals generated by the at least one pair ofmotion sensitive sensors to determine at least one of direction of tirerotation, speed of tire rotations, steer direction, and tire mountinglocation.